Fuel-economizer for internal-combustion engines.



0. GLOVER. FUEL ECONOMIZER FOR INTERNAL COMBUSTION ENGINES. APPLICATION FILED AUG,25, 1915.

1,165,871. Patented Dec. 28, 1915.

OSCAR GLOVER, OF LOUISVILLE, KENTUCKY.

FUEL-ECONOMIZER FOR INTERNAL-COMBUSTION ENGINES.

Application filed August 25, 1915.

To all whom it may concern:

Be it known that I, OSCAR GilovER, a citlzen of the United States residing at Louisville, in the county of J eft'erson and State of Kentucky, have invented certain new and useful Improvements in Fuel-Economizers for Internal-Combustion Engines, of which the following is a specification.

The device which is the subject matter of the present application for patent is an attachment for motor vehicle engines 'of the internal-combustion type, and has for its object to reduce the amount of fuel con-- sumed by the engine, and to obtain a maximum speed and power with a minimum quantity of fuel. V

The invention also has for its object to provide a device which prevents or minimizes carbon deposits on the intake and exhaust valves of the engine.

The objects stated are attained by means of a novel combination and arrangement of parts to be hereinafter described and claimed, reference being had to the accompanying drawing, in which Figure l is an elevation of the device applied to the engine; Fig. 2 is an elevation of the device, partly in section, and Fig. 3 is another view of the device also partly in section- Referring specifically to the drawing, 5 denotes the engine of-an automobile or other motor vehicle, the engine being of the ordinary internal-combustion type and having an intake manifold 6 to which the carburetor 7 is connected. To the intake manifold, be-

tween the carbureter and the fuel inlet of the engine cylinders is connected an auxiliary air supply comprising a pipe 8 lead- 'ing from a chamber 9 which is cylindrical in shape and closed at its ends by caps 10 and 11, respectively. This chamber has a series of air-inlet apertures 12 located near the top thereof, and it is also provided with a valved outlet, a valve 13 being connected to the bottom cap 11. The delivery pipe 8 is connected to this valve, and intermediate its ends, said pipe is coiled around the exhaust pipe 14 of the engine, as indicated at 15, which is for a purpose to be presently described.

Alongside the chamber 9 is mounted an oil reservoir 16, which may be an ordinary glass oil cup having a delivery pipe 17 which is connected to the chamber to discharge thereinto, near the bottom. The fiow of oil Specification of Letters Patent.

Patented Dec. 28, 1915.

Serial No. 47,334.

from the reservoir is controlled by a valve 18 havlng a stem 19 extending from the top of the reservolr, and on the latter is mounted a support 20 for a valve operating lever 21 fulcrumed intermediate its ends to the support, as lndicated at 22. One end of the lever 1s connected to the valve stem 19, and its other end is connected to an operating rod 23, the lever having an aperture through which the rod loosely passes. Above the lever, the rod carries an abutment 24, which latter may be a nut, provided with a lock nut 25, the rod being screw-threaded to rece1ve the same. Thus, when the rod is drawn down, the lever is swung to open the valve 18. A valve-closing spring 26 is also provided. On the lower end of the rod is an abutment 27 which latter may also be a nut screwed on the rod.

The valve 13 may be an ordinary turning plug having a stem 28 projecting from the valve casing, and rovided with-a stop pin 29 cooperating w1th shoulders 30 on the valve casing, to limit the rotation of th valve plug.

To the valve stem-28 is connected a laterally extending arm 31 having at its outer end a fork 32', and connected to an actuating rod 33 extending to a point within easy reach of the driver.

The normal suction of the engine 5, while runnlng, takes in air at the inlets 12, the amount being regulated by the valve 13. The abutment 27 'will be adjusted so that when a certain amount of air is supplied by turning the valve plug, the fork 32 will strike said abutment and draw the rod 23 down, thereby opening the oil valve 18 as hereinbefore described, Oil now flows into the chamber 9 and is sucked out of the same with the air, and in its passage through the coil 15, the mixture of oil and air is heated before it enters the engine cylinders. The oil enters the cylinders in the form of a fine spray, which lubricates the intake and exhaust valves, and prevents the accumulation of carbon on the same and the stems therof, the carbon being discharged with the exhaust. It has also been found that excessive heating of the cylinders is prevented. The additional air supply, heated before its de livery to the engine, results in a saving of fuel, and it has been found that the speed of the engine is increased without increasin the fuel supply.

y pouring a few drops of gasolene into Iio the chamber 9, the starting of the engine is facilitated, which is desirable, especially in cold weather.

The oil valve 18 can be opened at any time to supply oil, by pressing down on the lever 21, and by means of the abutment 27 the proportion of oil and air may be varied to obtain the best result. Any good grade of lubricating oil may be used to supply the reservoir 16.

The preferred embodiment of the invention has been described and illustrated, but it will be evident that various changes and modifications in the structural details disclosed may be made without departure from the spirit and scope of the invention as claimed hereinafter.

I claim:

1. The combination with an internal-combustion engine; of a chamber having an air inlet and an outlet connected to the intake of the engine between the carbureter and the fuel inlet of the engine cylinder, a lubricant reservoir connected to the chamber, a valve controlling the outlet of the chamber, a valve controlling the lubricant supply from the reservoir to the chamber, and an operative connection between said valves.

2. The combination with an internal-combustion engine; of a chamber having an air inlet and an outlet connected to the intake of the engine between the carbureter and the fuel inlet of the engine cylinder, a lubricant reservoir connected to the chamber, a valve controlling the outlet of the chamber, a valve controlling the lubricant supply from the reservoir to the chamber, an operating rod connected to the last-mentioned valve and having an abutment, and an operating stem for the first-mentioned valve adapted to be intercepted by the abutment.

3. The combination with an internal-combustion engine; of a chamber having an air inlet and an outletconnected to the intake of the engine between the carbureter and the fuel inlet of the engine cylinder, a lubricant reservoir connected to the chamber, a valve controlling the outlet of the chamber, a valve controlling the lubricant supply from the reservoir to the chamber, an operating rod connected to the last-mentioned valve and having an adjustable abutment, and an operating stem for the first-mentioned valve adapted to be intercepted by the abutment.

In testimony whereof I affix my signature in the presence of two witnesses.

OSCAR GLOVER.

Witnesses:

CARRIE HEIsER, JOHN IRIoK. 

